Mechanically-piloted dirigible device



May 22, 1928. ,670,641

l.. B. sPERRY MECHANICALLY PILOTED DIRIGIBLE DEVICE Original Filed April 18. 1918 4A Sheets-Sheet l /IWEN TOI? May 22, 1928. 1,670,641

i L.. B. sPl-:RRY

t MECHANICALLY PILOTED DIRIGIBLE DEVICE l original Filed April 1a. 1918 4 sheets-.sheet v:a

. INVENTUR r BY May 22, 1928.

1,670,641 L. B. sPERRY MECHANICALLY PILOTED DIRIGIBLE DEVICE Original Filed April 18. 1918 4 Sheets-Sheet 5 A IIIL ill nl] lllllllll May 22, 1928. 1,670,641

L. B. sPERRY MECHANICALLY PILOTED DIRGIBLE DEVICE Original Filed April 18, 1918 4 Sheets-Sheet 4 Patented May 22, 1928.

unirse s'iars tensa seres.

LAWRENCE B. 4SIEEIBRY, OF MASSAPEQUA, NEW YORK,l ASSIGNOR TO THE 'SPERRY G-YROSCOIJPE COMPANY, OF BROOKLYN, NEW YORK, A CORPORATIN 0F NEW YORK.

MECHANICALLY-PILOTED DIRIGIBLE DEVICE.

Application led April 18, 1918, SerialV No.- 229,466. Renewed October 10, 19871.

This invention relates generically to selfst-.ibiliziiig dirigible devices. more specifically, to self-stabilizing aeroplanes and in its most specific aspect to aerial torpedoes of the aeroplane type.-

The primary object of the present invention is to provide a stabilizing system for dirigible devices, particularly aeroplanes, in which no follow-up need be employed.

Another and important object is to reduce materially the number of parts, and consequently the Weight thereof, employed in stabilizing systems for devices of the class above mentioned.

A further object is to provide improved means for automatically changing the course of an aerial torpedo.

A further object-is to provide means for rendering the propellinv means of an aerial torpedo inoperative after the latter has traveled a predetermined distance.

A'still further object is to provide means for causing the body of an aerial tor edo to drop Aaway from its supportingp anes after the torpedo has traveled a predetermined distance. Further objects and advantages will appear as the invention is hereinafter developed.

=Referring to the drawings which illustrate what I now consider the preferred foi-ms of my invention:

Fig. l is a side elevation, partl broken away, of an aerial torpedo embo ying my invention. 1 c

Fig. 2 is a front elevation of the torpedo shown in Fig. l, with certain modifications'.

Fig. 3 is a partly diagrammatic View illustrating the mechanical and electrical connections of one form of my invention.

Fig. 4 is a detail elevation of one form of elevation control device.

Fig. 5 is an elevation of the azimuth coni'ol gyro shown in plan in Fig. 3. A

Fig. 6 is a detail elevation of a art of the mechanism shown in Fig. 5, loo ing in the direction of the arrow in the last mentioned figure.

Fig. 7 is a detail sectional elevation of the explosive charge carried by the torpedo together with the firing and arming means therefor. y

Fig. 8 is a partly diagrammatic view illustrating certain changes iii the system shown in Fig. 3 iii order to adapt the latter for use in connection with the modification Villustrated in Fig. 2.

Fig. 14; is an elevation partly in section of the structure shown, in Fig. 12.

Fig. 15 is a section taken on line 15--15 of Fig. 13.

Fig'. 16 is a detail elevation of a part of the mechanism of Fig. 12.

Vhile certain features of my invention are capableof broader application, as,for example, in connection with an aeroplane, automobile torpedo or other diri ible device, I have restrictedthe present isclosure to an aerial torpedo of Vthe general type illustratedin my co-pendiiig application, noviT matured into Patent No. 1,418,605, dated June 6, 1922, for aerial torpedoes.

Referring to Figs. 1 and 2 it will be seen that the torpedo illustrated comprises a body or fuselage 1, propeller 2, engine 3, main or supporting planes 4, 5 and control planes comprising rudder 6, ailerons 7, 8' and elevators 9. While the usual chassis may be employed I prefer to dispense With this structure and launch my torpedo either from aA catapult or by means of an arrangement such as that illustrated in Figs.' 1 and 2. The .fuselage 1 is shown as having secured thereto a plurality of brackets 10 carrying cross-pieces 11 adapted to rest in channel members12 of a launchinfr truck 13. By roviding rails on which thexlaunching truc may run it Will be seen that the torpedo may be' directed with accuracy.

Means for stabilizing the torpedo about both horizontal axes areprovided and kalthough folloW-up connections have been heretofore considered indispensable in practically'operative aeroplane stabilizing sysicc torpedo, in the gimbal ring 16. The latter is pivoted for oscillation about a horizontal axis, at right angles to the first mentioned axis, in the brackets 17. Y The pendulum is shown in elevation in Fig. 3, the arrow A representing the line of flight of the torpedo. The ring 16 is shown as carrying at one side a contact member or segment 18 which is thus stabilized about the transverse axis. The segment 18 together with a cooperating contact 19, carried by .one of the brackets 17 in a 'manner hereinafter more lspecitically described, may be utilized to control stabilization of thetorpedo 1 about the transverse axis through any suitable servo motor. Y

VIn my prior application I disclosed a Wind-driven servo-motor and although such a motor might be employed in the present Vdisclosure I have illustrated an electric moi tor Q0. IVhile this motor 20 might be so connected as to be energized only when the vg'yro controlled contacts are closed I prefer to connect it across the line 21, 22 permanently in order to render the system sensitive and quickly responsive. The motor 20 may drive a clutch memberl 23 through a pinionV 25 on the motor shaft which meshes with teeth 24 provided on said clutch mem-v ber. The last mentioned member is also provided With an armature portion 26 adapted to be attracted by the solenoid 27 when the latter is energized thus causing the member 23: to engage and drive the clutch disc 28. The shaft. 29 on which theV disc28 is secured has 'also secured thereon adrum or reel 30 around which one end of a cord or cable 31 is wrapped, the other end 'of said cable being secured to the elevator 9. The energization of solenoid 27 may be controlled by the contacts 18-19 in any suitable manner as for example by means of the circuit: from line Wire 21, through conductor 32, back contacts of relay 33, conductor 34, contact 19, segment 18, Wire 35, solenoid 27 and Y conductor 3G to line Wire 22.

The torpedo 1 may be so designed as to have an inherent tendency to noscdive or this bias may be obtained by securing a spring or other resilient member 37 at one end to the elevator 9 and at the other end to the fuselage as shown. Assuming that the partsV thus 'far described are 1n the position shown in Iig. 3 the operation may be described as follows. The contacts 18-19 are in engagement so that the solenoid 27 will be energized to cause drum 30 to be revolved to tilt the elevator 9 to send the torpedo upwardly. As soon as the torpedoresponds to this tilting ofthe elevator the contact 19 is disengaged from segment 1S thereby freeing the clutch disc 28 and the machine starts downwardly until the contacts 18 and 19 reengage.y By virtue of this structure the t0rpedo lwill continuously hunt back and forth about the transverse axis between'positions slightlyabove and below a horizontal plane.4 I have found Vthat with this arrangement the torpedo is effectively stabilized about the transverse axiswithout the use of" any follow-up.

Assuming that the propeller 2 is rotating (connter-clockwise) in the direction of the arrow in Fig. 2, it will be seen that by virtue of the resulting rotating column of air behind said propeller tlie aircraft will be given a tendency toV turn about its longitudinal axis inY a counter-clockwise direction.V On the other hand the reactive Vthrust due to .rotating the propeller tends to rotatev the torpedo in a clockwise direction. Assuming that the latter predominates it will be clear that the torpedo Will be biased, or have an Vinherent tendency, to turn about the longitudinal axis in a clockwise direction. Byrproviding contacts 18', 19 which will engage when the torpedo moves off an evenkeel in the direction of' its bias Vand which will break cont-.1ct when the .torpedo is on a substantially even keelthe torpedo maybe stabilized about the longitudinal Without the use of a follow-up.

Contact segment 18 which may bestabilized about the longitudinal axis by being secured to the bail 38 and the contact 19', which ina v` be carried bythe bracket 17 may control rotation of the drum 30 in a manner similar to the control of drum 30 by contacts 18, 19 similar elements being designated by the same numerals with a prime added. A cable 39Wound around the drum 30- at one end and connected to ailerons 7 and 8 at its other'end'may be provided for causing the aircraft to vbe rotated about the longitudinal axis, in a direction contra to its bias, when the contacts 18-19"are closed and the drum 30 rotated by the motor 20. Springs or other resilient means 40 may be connected to either or both ailerons 7l and v8 and to the main plane structure for aiding the in lierent bias of the aircraft about the longitudinal axis. The operation of the stabilization system about the fore and'aft or longitudinal axis-is similar to that described for stabilizing about the transverse axis, the aircraft being caused to hunt continuously about said longitudinal axis. It will be noted that I effect'the stabilization about both horizontal axes without the use of any follow-up and that thenuinber Y llt) of servo-motor clutch elements and connecting cables is practically halved. I Wish to emphasize that the above described stabilizing system is capable of use on dirigible devices other than aerial torpedoes, as for eX- ample on ordinary manually piloted aeroplanes.

lVhile the ascent, leveling off and height cont-rol of the torpedo may be effected as disclosed in my prior application, the structure may be greatly simplified by controlling the position of the contact 19 directly by means of the barometric or other height responsive device. plished in various ways, the structure whidh is illustrated in Figs. 3 and 4 being preferred at. present. The contact 19 is shown secured to a lever pivoted at 41 on a casing 42 adjustably pivoted at 43 on one of the brackets 17. The height responsive device which is shown in the form of a barometric device 44 is carried by theframe 42 and is adapted, on expansion, to'move the contact 19 to the left through the link connected levers 45, 46 and 40. The levers 45 and 46 are shown pivoted respectively at 47 and 48 to the casing or frame 42 and the lever 40 is provided with a spring 49 which tends to move the contact 19 toethe right. The device 44 is shown adjustably secured to the frame or casing 42 by being provided with a screwethreaded stud 50 which screws into a tapped opening 51 in said frame. The latter is also shown provided with a pointer 52 adapted to cooperate with a scale 53 provided on bracket 17.

Assuming that the parts are in the posi! tion shown in Fig. 3 and it is desired to cause the torpedoto rise the contact 19 should be shifted to the right; by adjusting device 44 with respect to casing- 42, `or the latter with respect to bracket 17, or both; an angular extent equal to the initial climbing angledesired. lVhen launched the torpedo will start to climb at the angle forA `which it was set.

This angle Will be constantly diminished by shifting of contact 19 to the left, due to the expansion of the device 44 as the torpedo rises, until the said contact 19 reaches the position illustrated in Fig. 3 in which the torpedo will pursue a substantially' level course. Obviously if 'the torpedo should materially drop below or rise above this level course the device 44 Will again act to bring it back to the proper predetermined elevation. It willbe seen that with the above described structure the couIse of the torpedo in rising will be a gradual long radius curve.

If the preliminary adjustment of contact 19 is effected by shift-ing the casing 42 about the-pivot 43 the sca'le may be calibrated to indicate the initial angle of ascent when read in conjunction with vthe pointer 52. Furthermore,'as the height to. Which the This may be accom' torpedo Willhrise before leveling off is a function of the initial angular deflection of contact 19, the scale 53 may, if desirable, be calibrated to indicate the elevation at which the torpedo will level off.

As in my prior application I provrde means for causing the torpedo to descend after it has traveled a predetermined distance and while this might be accomplished by shifting the contact 19, l prefer to show in this application an auxiliary contact 54 and means for cutting out contact 19 andv cutting in contact 54 at the `desired time. The contact 54 is carricdby-an arm 55 adjustably secured to the stud 43, which, as previously described, is ti'xedly secured to one of brackets 17. The contact 54 lis connected to the front contacts of the relay 33 Which is normally de'energized and adapted' to be energized on closure of the windwheeldriven distance responsive switch 56 connected in series therewith across line 21, 22. While various forms of distance responsive switches may be employed I prefer toenlploy one of the type disclosed in Figs. 12 to 16 and comprisesa plurality of members 170, 171, 172, 173', rotatably mounted and adapted to be driven by a rotatable element 174 through any suitable gearing. The rotatable mounting of said members 170 to 173 may be efl'ected by mounting them on the projectingends of shafts 175 to 178, rcspectively, each rotatablymounted in plates 179 and 180 secured to end p'lates 181 and 182. I v

The element or shaft 174, which is shown journalled in ball bearings 183 in plate 182 may be provided with a pinion 184 securedthereto and adapted yto mesh with a crown Wheel 185 secured to a shaft 186 journalled in plates 179 and 180. The shaft 186 may also have secured thereto a pinion 187 adapted to. mesh with a 'gear secured to shaft 175 and similar gearing maybe provided between the shafts 175 176, 176-177, and 177-178. Y f The members `170 to 173 are utilized to control the actuation of a normally open switch comprising a contact 194 carried by a. spring arm 195 and thereby biased toward a contact 196, the latter and the arm 195 being carried by terminal posts 197, 198, re- 1 projecting upwardly through openings in `the plate 179 and each adapt-ed to engage the peripheral edge of a correspond ing one of members 170 to 173 which are made substantially circular. The members 17 0 to 173 are cach shown as provided with a cut-away portion and the design of the parts is such that the -ontact 194 is held away from contact 196 against the action of the spring 195 unless the eut-away portion ot' each ot meiubers" 170 to 173 is adjacent its corresponding piu 203, 204, 205, or 206. Furthermore, in order to reduce friction, preterably the parts are so arranged that when pin 206 is in engagement with the uncut portion et its disc 173 the remaining pins 203 to 205 willl not engage their discs and when 205 passes the uncut portion of its dise 172 the preceding pins 201 and 203 will not engage their dises, etc.

For a purpose which will hereinafter appear, members 170 to 173 are adjustable with `respect to each other and with respect to their pins 203 to 206. This may be accomplished bymounting shafts 175 to 178 slid ably in plates 179 and 180 and providing springs 207 secured to lower plate 180 for supporting the lower ends of said shafts. Each o1" shafts 175 to 178 may, by this construction, be depressed a sutlicient amount in an axial direction against the action of a. corresponding one of springs 207 to cause the gear on the depressed shaft to disengage the immediately preceding pinion. The depressed member may thenbe rotated without causing rotation of the preceding member and on release of the former the corresponding one of springs 207 will cause the gears to reengage. y

For the purpose of aiding in adjusting the device for operation at any predetermined number of revolutions each of the members 170 to 173 may be divided into a number of equal scale divisions progressing in the intended direction of rotation of the corresponding member. It will beseen that each of the said members 170 to 173 is shown provided with ten equi-angularly spaced divisions numbered 0 to 9 adapted to be read in conjunction with a reference line on a cor responding one of pins 203 to 20G. It will be noted that the cut-away portions are so arranged on members 17 0 to 173 that the pins 203 to 206 will assume the inner position when the zeros on said members register with the lines on said pins. member 170 is cut away slightly more than the other men'ibers. on the 9 side of O to permit the switch 194, 196 to remain closed an appreciable length of time.

Assuming that the shaft 174 is adapted to be rotated in the direction of the arrow in Fig. 13, that the gear ratiok between shafts 171-186, lees-175, 17a-176, 17e-177, and 177w178, is one to ten and that dials 170 to .Y 173 are set on Zero positions, the loperation of the distance responsive controller is as Furthermore, theV follows: If it is desired to cause the switch 194, 196 to close .after the shaft 174 has made, say 86,930 revolutions, the dial 173 should be depressed and the numeral8 caused to register' with the line on pin 206 and said dial should then be released. The members 172, 171, and 170 should then be successively set on numerals 6, 9, and 3, respectively, in a similar manner. \Vhen the shaft 174 has made 86,930 revolutions the 4cut-away portions on discs 170 to 173 come opposite pins 203 to 206 and permit the latter to move inwardly, i. e. in the direction of the arrow in Fig. 1, thus permitting closure of the switch 19a-196. Obviously the device may be setto cause closure oi said switch after any desired number of revolutions of shaft 174 between the limits of 10 and 99,990 revolutions for the structure shown. Care should vbe taken to rotate each disc during the adjusting or setting operation in a direction opposite to its direction of rotation by the shaft 1711. The dials should, furthermore, be placed on zero position before any setting is made. Y f

The shaft 174 is shown as driven by a. windwheel 210 detachably secured thereto by means of nut 211 screwed on the end of said shat't. A curved shell 212 may be provided 194-196 when the aircraft on which the device is used has traveled any predetermined number of yards within the limits of the device.

The device may be detachably mounted within the casing or tube 56, the front plate 182 being provided with an enlarged circular portion 213 to serve as a guide and closure for the tube. The posts 197 and 198 may be prolonged to form plugs 214, 215 adapted to seat in metallic sockets 216, 217 mounted in a plug of insulation 218 mounted in tube 56. Conductin wires 219, 220 may be secured to the soc iets 216, 217 for the purpose of connecting the switch 194.-196 to any devices adapted to he controlled. In order to prevent-accidental disconnection of the device and tube a manually releasable spring catch 221 may be secured to plate 182 and adapted to enter an opening 222 provided in tube 56 when the device is placed in said tube.

When the torpedo has travelled the pre determined distance for which the switch 194-196 is set the latter closes and causes energization of the relay 33. Engergization of the latter cuts out contact 19 and cuts in loo..

contact 54 thus causing the torpedo to descend. If-desirable the driving engine 3 of. the'torpodoma'y be simultaneously renderedv inoperative.. lhis may be accomplished by supply pipe 61. For this purpose said motor may' be connected-to the-spindle of valve 60 by means of gears 58 and 59.

In order to keep the torpedo on al straight course i. e'. to prevent the torpedov from changing' course ina lateral direction I uti- Iliz'e'a contact which is gyroscopically or otherwisexed in azimuth. The follow-up heretofore *considered necessary in connection with` this lateral control may be dispensed with by'employing` a system. somewhat Vsimi- `l'arto that described in connection with stabilization about the horizontal axes. The type of aircraft, shown lin Figsl and 2, having' the majorportion of its steering rud'der 6 and tail-'piece 62 projecting above the shaft ofthe propel-ler 2, Ywhich is assumed to 25 be 'rotating in the direction of the arrow, has an inherentV azimuth bias to the left,

lookin-g 'forward'along the longitudinal axis.

roviding means, called vinto. action on turning of the torpedo to the left, for causing said torpedo to turn to :the right the latter may be made to hunt slightly to the right and 'left of a predetermined course andthe follow-up may be dispensed with. Calling attention to lower half of Fig. 3, in

which the azimuth gyro is located in plan,

it will be seen that the Contact segment 62, which i's'gyroscopically fixed in azimuth, is

connected to solenoid 64 ofthe clutch 65 by means of a wire 66, the other end of said solenoid 64fbeing connected to line wire 22 by means of a wire'67. The clutch 65 may be identical to clutches 23, 23 and may be 'driven by the same motor 20. The contact 63 which cooperates with contact 62 and is carried by the torpe-do is shown connected to the line wire 2l by means of` a wire 68. The drum 69 is connected to rudder 6 by means of a cable 70 vso that when a pull is exerted on said cable the rudder will be turned to cause the torpedo to turn in a direction contra to its bias. If. desirable the inherent bias of the machine may be vaugmented'by connecting a spring or other resilient element 71 at one. end to said rudder and at the other end to the` fuselage 1. The operation of this part of my invention is substantially as follows.

Assuming that the parts are in the position illustrated in the lower part of Fig. 3

`the solenoid 64 will be energized to cause the the torpedo, or the action of the spring 71 on the rudder 6, or both, then causes the torpedo to turn to the left until contacts 63, 62 reengage when the above operation is repeated. l`hus the torpedo will hunt slightly` may be accomplished by pivotally mount-.

ing'the frame 72, (see Fig. 5) of agyroscopic rotor having a horizontal spinning axis 73, in a yoke 75, for oscillation about a horizontal aXis 74 substantially at right angles to said spinning axis. The yoke .75, which is pivoted for yrelative rotation with respect to a frame 77, about a vertical axis, by means of pivots 76, 76 carries an arm 7 8 which in turn carries'the cont-act 62. The contact 63 is preferably adjustably secured to the frame 77 for the purpose of angle firing. .Thus the said contact 63 is shown carried by an arm 79 extending from a segmental worm wheel 8O pivoted on the upstanding stud 81 xedly secured to the upper part of frame 77. tact'63 may be effected manually by turning a crank 85 on -a shaft 83 which has secured thereon a worm 82 meshing with worm wheel The adiustmentfof the con- 80. The shaft 83 may be rotatably mounted in brackets 84 carried by the frame 77. The member 80 may be provided with a scale 86 calibrated to degrees and adapted to be read in conjunction with a pointer arm 87 carried by the stud 81.

By rotating the crank 85 the Worm wheel 80 may be rotated clockwise or counterclockwise, depending on Whether the desired turn is to be to the left or right, until the angle through which the device is desired to turn on launching is indicated on scale 86 under pointer 87 When the torpedo is then launched it will turn through the indicated angle, i. e. until the mean position of arm 79 with respect to contact 62 is as indicated in Fig. 3. This control may prove too abrupt especially for comparatively large angles and it may therefore be preferable to effect the turn gradually. The structure shown in Figs. 3. 5 and 6 may be employed to effect this result. K

The shaft 83 has secured thereto a pair of ratchet wheels 88, 89 the teeth of one of said wheels being'directedvoppositely to those ofmounted in a rod 93. The latter is adapted to be reciprocated by a' solenoid 94 adapted to pull said rod against the action of a spring secured thereto at one end, the other end of said spring being secured to a hook 96 carried by bracket 97 The latter, which carries also the solenoid 94 is secured to the frame 77. A guide bracket 98 may be mounted on the bracket 97 in a position to guide the end of rod 93 opposite solenoid 94. A spring to the pawl 91 and at the other end to a collar 100 loosely surrounding the shaft 83.

.The -arm 87 may be used is va switch arm adapted to engage an arc`shaped contact strip 101 carried by Wormv Wheel 80. Said contact strip is provided with an insert of insulation 102 at'its center. The arm 87 is shown connected to the segment 62 by means counter-clockwisedirection until it indicates 40 on scale 86 and the switch 106 closed. Closure of contacts 63-62, after launching of the torpedo will cause energization of solenoid 94 to cause the contact 63 to be moved slightly in a counter-clockwise directionabout stud 81. The torpedo will then turn a few degrees to the right causing contactsr62, 63 to disengage to cause deenergizat-ion of solenoid 94 and deenergization of solenoid G4. The torpedo will then turn slightly to the left causing reengagement of contacts 63-62 to repeat the above operation. In short the contact 63 Will be moved fabout stud 81 step-by-step until the insulation insert 102 passes under arm 87 in its adjusted position which will prevent further energization of the solenoid 94. The torpedo will thus execute a 40 turn to the right gradually and by degrees thus avoiding a sharp turn. Obviously angles other than that assumed above may be selected. In order 4to cause any turn to the` left the pawlk90 should be thrown into engagement with 'its wheel 88, thus rendering pawl 91 inoperative, and the arm 87 should be turned aboutfstud 81 in a clockwise direction in adjusting it.

It has been found, in practice, that a gyroscope has a more certain and reliable directive effect and operates better when its spinning axis is parallel to or at right angics to the course than when said axis is at some other angle. Furthermore as the time occupied inv turning in angle fire, is small compared to the time the torpedo is on its straight final course, it is preferable to provide means/for positioning/the azimuth gyro with respect to its inal course. This may be done by mounting the frame 77 on a pedestal 107 for rotation about a vertical axis with krespect to vsaid pedestal. While lock- 99 is shown connected at onesend ing means might be provided the same function may be accomplished by so designing the parts to cause considerable friction between said frame 77 and pointer 108 may be provided on the frame 77 and adapted to-cooperate with a scale 109 on the pedestal 107 toaid in adjustingthe former.

The rotors of both gyros may be driven by any suitable means such as by three phase induction motors 110 and '111 of the type disclosed in United States Letters Patent to` Elmer A. Sperry 1,186,856, patentedl` June 13, 1916;'gyroscopic apparatus. These motors are shown connected to threev phase lines 112 which are connected to the three phase A. C. side of a double current wind-driven generator 113 mounted on the fuselage 1. The D. C. lines 21, 22 may be supplied from the D. C. side of said generator 113.

Prior to launching, the azimuth gyro 72 is locked to the frame 77 by means of a sleeve 114 which is held in telescopic enga ement with-the end of stud 73 against t e action of a spring 115 b a catch 116 carried by an armature 118. spring 117 is provided to bias the catch 116 to locking position. An electromagnet 119 is carried by the frame 77 in a position to attract the armature 118 to release the catch 116 and consequently the gyro when said electromagnet pedestal 107. A'

is energized. Energization of said electrotioned relay is also connected across the line 21, 22. The entire gyro equipment together with the servo motor may be placed in any suitable position on the Ytorpedo' as for example in a, casing 121 in the fuselage.

The main explosive charge 122 of the torpedo is shown mounted in a tank or container 123 mounted in the fuselage 1 and whilevarious forms of detonating means may be employed I prefer, at present, to use the type illustrated in Figs. 1 and 7. The container 123 is supplied with a central tube or sleeve 124 secured thereto and terminating at its top in an annular cap 125. The detonator is a unitary device adapted to be inserted into tube 124 and designated generally at 126. The tube or body portion 127 of the latter contains the detonating charge 128 and terminates at its upper end in a cupshaped cap 129 adapted to contain the firllO ing mechanism. Said cap 129 carries, del pending from its bottom portion. the fulminate tube 130 and contains the blocks 131.

132 and a ball '133. The blocks` 131. 132

which are freely slidable in a vertical direction in the cap 129 are normally pressed apart by a spring 134 secured to one of Aportion a tiring pin 135 adapted to strike a cap 136 carried by. they block 132 to cause the latter to ir'e t-hrough the central aperture 137 in the last mentioned block to ignite the fulminate 130. The upper face ot the block 131 and the lower face of a plug-138 adapted to close the upper endiot cap 129 are conicallyrecessed and the ball 133 is placed in the recess thus formed.

A clamp 139 may be provided for clamping the detonator to the container 123. In4

order to prevent'premature and accidental explosion of the device before launching or while the torpedo is over home territory the cap 129 is provided with a side opening 'adapted to admit a rod 140 between the pin 135 and cap 136. Obviously the inertia of one or more of the members 131. 132, 133 will cause detonation whenthe. descent of the torpedo is checked. as by striking the earth, regardless of the position the torpedo may occupy at that instant; assuming of course that the rod 140 has been withdrawn.

I provide means for arming the torpedo, i. e. for withdrawingr 4the rod 140, after the torpedo has travelled a predetermined distance from the launchingT point. The rod 140 has pivotally connected thereto a connecting rod 141 which is connected at its other end to a crank pin 142 on a gear wheel 143 rotatably supported b the trame of motor 144. The gear 143 is a apted to be driven bythe pinion 145 on the shaft of said motor. A knife switch 147 may be mounted on the base 146 of said motor in a position to be engaged and opened by a pin 148 on rod 141 when the rod`140 is in withdrawn position. The` motor 144 is shown connected in series with the switches 194-196 and 147 acrossthe line 21, 22. Obviously when the torpedo has travelled the distance for which the switch-in tube 56 is setthe latter closes and causes energization of motor 144. Energization of the latter withdraws the rod 140, the switch 147 open-- ing afterthe latter is withdrawn to prevent the motor from causing reentry of said rod. The motor; 144 may be mounted in a casing 149 on the torpedo.

The`operation of my torpedo as thus far described may be briefly summarized as follows. The device 56 is set to the estimated distance to the target, contactlQ'is set to the 'desired initial angle of climb or to the desired altitude as indicated on seale 53 and the azimuth gyro is set for the desired angle ot lire. The engine 3 may then be started to cause rotation ot the propeller 2, the-torpedo being held. Generator 113 will then build up and cause the gyro rotors to spin up substantially to speed. 'l`he front contacts of relay 120 then close lo cause unlocking of the azimuth gyro. The torpedo may then be released and will go forward, rise from the launching truck and contlnue to riseuntil the altitude for which it was set is reached, when the flight will level oft. Immediately upondaunching the torpedo, if

it has been setter angle' fire, will begin to turn and will continue to turn until it has turned through the angle to which the azimuth gyro was set. The torpedo will then be stabilized and held onits course until the switch in tube 56 closes. Closure of the latter will arm the torpedo, cut out the engine and cause the torpedo to descend. When the torpedo vhits the earth the main charge will be exploded as previously set forth.

My invention as above disclosed is susceptible to various modifications. Thus instead of controlling the arming motor 144 by the distance responsive switch in controller tube 56, the former may be controlled by a supplemental distance responsive controller 56 (see Fig. 8). The latter may be setto close as soon as the torpedo reaches enemy territory which mayl be considerably Sooner than the closure of the switchin controller tube 56. With this arrangement if the machine descendsor is brought down before the specific intended target is lreached itvpwill explode, so that the-chance of doingdainage' to the enemy isgreatly enhanced.

Instead of utilizing relay 33 and contact 54 to bring the torpedo down means'may be provided for causing thel fuselage 1 to drop away fromthe main planes 4 and 5. One form of such nieansgis shown in Figs. 2, 8, 9, 10 and 11 and may-be constructedsubstantially as follows- The two lowerbealns of the main plane 5 which pass through the, fuselage l are each shown as formed Ain three sections 150 151 and 152 joined by linterlocking ends as shown in Fig. 11. Sleeves 153 areprovided for the joints so formed to impart rigidity to the latter. vAs the mechanism for releas ing the fuselage from the beam portions 150, 152 at the rear of plane 5 is the same as that for the front beam a description of one of said mechanisms, as shown in Fig. 10, will suffice. The sleeves 153 are shownl connected by a spring 154 which tends to actuate them to releasing position. A pair of-lihls 155 purpose ot tripping the latter to allow the 4 spring'154 to actuate the sleeves 153v to releasing position.

I prefer, also, to proridedeviees for releasing the guy wires from the fuselage 1.

Alli-of the devices .may-be similar and max assume the form illustrated in Fig. 9.v pair of spaced angle brackets 161, 162 are I suitably secured to the fuselage 1 and are 4'be Secured to a, ring y n 4plunger 1164 may be inserted as shown in Fig.

vwith4 this form 'ortrolle 1 54 and relay .to line Wire 21. Aare shown connected in parallel with each provided with openings in which the core 164 of a solenoid 163, secured to the bracket 161, is adapted to slide. `Gruy lwires 166 may 167 through which the .9. 1A spring 165 may be :provided for normally holding the plunger 164 in the position shown. On energi'zation ot' solenoid 163 rthe plunger 164 is Withdrawn'to releasethe rin 167 and thereby release the guy Wires 166 from thefuselage. As many of the devices shown 4in Fig. 9 are provided as are necesary, tour being indicated diagrammatically in Fig. 8.

toFigQSit will be seen that Referring 33 may be dispensed with vand the contact 19 connected directly The soleiioids159 and 163 other -and ,in se'i'ies' With'g the controller 56 across the line. l

vThe operationl'of the last described form of ',fmyy invention is substantially the same .controller v56,

f as'that-"oftlie lform previously Adescribed lup to the time of closure of the switch in except'that the arming of the T torpiedo'is accomplished bythe auxiliary Lswitch 56', as already described. When the distance at which the device has been set is traveled by the torpedo,

operation of said controller 56 causes energization of solenoids f 159land168.l Energization of the last menlage l tioned solenoids causes the connections between the main planes 4 and 5 and the fuselage 1 to be broken so that the body or fuseill drop quickly and vertically downward..

' .to ybreak or run off drum 30 when the fusec lageal drops away from the snpporting patent statutes, I principle ofoperation of my :gether with the apparatus, f consider to represent the best embodiment;A 'thereot', vb ut I desire .'planes.

.In accordancel with the provisions of the have herein described the invention, to-

whichI now to have it understood l.that the yapparatus 'shown is only illustrai' tive and that the invention can be carried `out by gotlier means.

rAlso`l While it is designed to use the variousv features and clenients inthe combination and relations dci scribed, some of these may be altered and others omitted without interferingr with the 'more/.general results outlined, and' the invention extends to such use.

Having described my invention, what I .desire to secure lby Letters Patent is:

1.' In an aerial torpedo or other automati cally controlled aircraft, a flight controlling gyroscope, means controlled thereby for norof the invention thecontact i The cables 3 9 may be so designed asl 'vator, a plurality of. contacts,l

nially turning the torpedo in one direction, and means otherwise controlled for turn-,ingthe torpedo in the other direction.

2'. In lan aerial torpedo, a flight-.controlling gyroscope, means controlled thereby for" causing the torpedo to ascend, and means otherwise controlled for causing itfto descend, said tivo means beingadapted to als tcrnately assume control when flying substantial'lyl level. 1

3. In combination, a dirigible device, a control element therefor stabilized about at least one axis, a second control element carried by said device and adapted to cooperate 'with said tirst mentioned control element,

` controlled by said vdeviceffor lrendering'said motor inoperative. c

6. In an aerial torpedo oi other automatically controlled aircraft, a pluralityof gyroscopes for governing the lightot' the torpedo in azimuth and in elevation, means controlled by the first named gyroscope for normally turnin the torpedo in one direction,

' means contro led by the second-named Gyroscope `for normally causing said torpe o '.to ascend, and means controlled otherwise than from said gyroscopes for causing said torpedo to turn in the oppositedirection and to descend.

v7. In combination, a control plane therefor, resilient means for operating said plane in oney direction, a servo-motor for operating said plane in the dirigible device, a

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opposite direction and a lgyroscope for controlling'said servo-motor.

8. In combination, a dirigible device, a control plane therefor, resilient means for operating said plane in one direction, a servo-motor for operatingsaid plane in the opposite' direction, a gyroscope vfor controlling said servo-motor and a height `responsive device for changing the ei'cctive relationship between said gyroscope and said servo-motor. Y 4

9. An aerial torpedo comprising an el`eone .of which is gyroscopically stabilized, for controllingr said elevator and means responsive to the height of said torpedo for shifting one of said contacts with respect to another.

10. An aerial torpedo comprising an elei vator, a plurality of contacts, one of `which is gyroscopically stabilized, for controlling said elevator and means including a barometric device responsive to the height of said torpedo for shifting one of said contacts with respect to another.

1i. An aerial torpedo comprising propelling means, an explosive charge, and means responsive to the travel of said torpedo for first -arming said torpedo and for later rendering said propelling means inoperative.

l2. An aerial torpedo comprising propelling means, means for maintaining said torpedo above a predetermined height and means responsive to the travel of said torpedo for renderingsaid two first named means inoperative.

i3. An 'aerial torpedo comprising an eX- plosive charge, means responsive to the travel of said torpedo for arming the same, propelling means for said torpedo, means for maintaining said torpedo above a predetermined height and means responsive to the travel of said torpedo for rendering said last mentioned means and said propelling means inoperative.

14. In a torpedo, a plurality of relatively movable control elements,lmeans for stabilizing one of said control elements and a barometric device mechanically connected to one of said control elements for actuating the same.

15. ln an aerial torpedo, means comprising a control element for governing the angie of ascent of said torpedo and means comprising a barometric device for continuously shifting said control element until said torpedo reaches a predetermined height.

16.. ln an aerial torpedo, comprising a `body adapted to contain an explosive charge,

propelling means for said body, an elevating plane for said body, means responsive to the distance of travel of the saine, and means operated by said last named means for actuatin ping t 1e propelling means.

i7. In combination with an aircraft hav-f` ing propelling means, rotatable Wind driven means for rendering said propelling means inoperative, upon said means completing a predetermined number of revolutions.

18. ln combination with an aircraft havpoiver actuated propelling means, of rotatable means driven by the passage of the aircraft through the air for cutting off the supply of power from said propelling means, after a predetermined number of revolutions of said rotatable means.

i9. in combination with an aerial torpedo having propelling means, an explosive charge carried by said torpedo, and Wind driven means responsive to the travel of said torpedo for arming the latter and for rendering the propelling means inoperative.

20. in combination with an aerial vehicle said elevating plane and for stop-y having propelling means, means for maintaining said vehicle above a predetermined height, and wind driven means responsive to the travel of thc'torpedo for rendering said two first named means inoperative.

l.' 'llie combination with an aircraft, of wind driven distance responsive means for changing the direction of flight of said aircraft.

22. The combination with an aircraft of means for controlling the flight of said aircraft in a rertical plane, and Wind driven distance responsive means for varying the action of said first named means.

23. The combination with an aircraft, of Wind driven distance responsive means, and means controlled thereby for affecting 'the flight of the aircraft.

24. In an aerial torpedo, the combination with an electrically rotated gyroscope for controlling the same, a locking means for locking the gyroscope against procession prior to launching, a generator on the torpedo for rotating said gyroscope, and delayed action' means brought into action by the current from said generator for unlocking said gyroscope.

25. Controlling apparatus fora vehicle, adapted for movement in a sustainingvme dium, comprising the combination with propelling means, a direction controlling means, and an elevation controlling means; of means for automatically actuating said direction controlling means; means for alitomatically actuating said elevation controlling means, and means for stopping the propelling means after the vehicle has traveled a predetermined distance, said last means including a wind Wheel whose total number of revolutions is dependent upon the actual air distance fiown by the vehicle.

26. Controlling apparatus for a self-propelled vehicle, adapted for movement in a sustaining medium, comprising the combi-` nation with a propelling means, a direction controlling means, and an elevation controlling means; of means for operating said direction controlling means to control the direction of flight of said vehicle, and a direction indicating mechanism for actuating said means; means for operating said elevation controlling means, to control the elevation of the vehicle in the sustaining medium, and means responsive to variations in elevation for actuating said second-named operating means; and means associated with the proino pelling means for automatically stopping the operation of such propelling means after the vehicle has traveled a predetermined distance, said last-named means comprising a Wind Wheel Whose total number of revolutions is dependent upon the air `distance flown and independent of the propelling means.

27. Controlling apparatus for a. vehicle,

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adapted for movement in a sustaining medium, comprising the combination with a propelling means and mechanism adapted to control the elevation of the vehicleI within said medium; of means associated with the elevation control mechanism forcontrollingr movement of such vehicle out of the horizontal, so longr as a predetermined altitude is not. maintained, and other means associated with the elevation controlling mechanism adapted to maintain the vehicle at the predetermined elevation `when such elevation is attained.

28. Controlling apparatus for a vehicle, adapted for movement in a sustaining medium, comprising,r the combination with mechanism adapted to control the movement of the vehicle relative to the vertical; of means for actuating saidmechanism adapted to control the angular' movement of said vehicle relative to the vertical, said means including a gyroscope; and other means for actuating said mechanism and adapted to including va gyroscope and a barometric de- A vice for governinglr the angle of ascent and the height of the Hight, and means including a gyroscope and a delayed-action angle fire device for governing the direction of the Hight thereof. s

. In testimony whereof I have aixed my signature.v

LAWRENCE BURT SPERRY. 

